WO2022065310A1 - Dispositif de commande de moteur à combustion interne, et système de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne, et système de moteur à combustion interne Download PDF

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Publication number
WO2022065310A1
WO2022065310A1 PCT/JP2021/034604 JP2021034604W WO2022065310A1 WO 2022065310 A1 WO2022065310 A1 WO 2022065310A1 JP 2021034604 W JP2021034604 W JP 2021034604W WO 2022065310 A1 WO2022065310 A1 WO 2022065310A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
control device
injection amount
amount
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Application number
PCT/JP2021/034604
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English (en)
Japanese (ja)
Inventor
昌宏 梶山
直人 村澤
佑樹 菅谷
貴大 及川
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いすゞ自動車株式会社
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Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2022065310A1 publication Critical patent/WO2022065310A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • This disclosure relates to an internal combustion engine control device and an internal combustion engine system.
  • the calorific value in the internal combustion engine is estimated based on the state information (engine speed, indicated injection amount to the fuel injection valve) indicating the state of the internal combustion engine, and the calorific value in the internal combustion engine is estimated based on the calorific value.
  • a lubricating oil supply system for an internal combustion engine that estimates the piston temperature is disclosed.
  • An object of the present disclosure is to provide an internal combustion engine control device and an internal combustion engine system capable of improving the accuracy of the estimated piston temperature.
  • control device of the internal combustion engine in the present disclosure is A learning unit that learns the difference between the actual injection amount of fuel injected by the fuel injection valve arranged corresponding to the cylinder of the internal combustion engine and the indicated injection amount for the fuel injection valve.
  • a correction unit that corrects the indicated injection amount based on the learned difference,
  • a temperature estimation unit that estimates the piston temperature of the internal combustion engine based on the corrected indicated injection amount, and To prepare for.
  • the internal combustion engine system in the present disclosure is The control device for the internal combustion engine is provided.
  • the accuracy of the estimated piston temperature can be improved.
  • FIG. 1 is a functional block diagram showing a part of an internal combustion engine system including a control device for an internal combustion engine according to the present embodiment.
  • FIG. 2 is a flowchart showing an example of the operation of the control device of the internal combustion engine.
  • FIG. 1 is a functional block diagram showing a part of an internal combustion engine system 1 including an internal combustion engine control device 100 according to the present embodiment.
  • the internal combustion engine system 1 includes a diesel engine (hereinafter, simply referred to as an engine) (hereinafter, simply referred to as an engine), a fuel injection valve (injector) arranged corresponding to the cylinder of the engine, an intake amount sensor 2, and a lambda. It includes a sensor 3, an exhaust temperature sensor 4, a crank angle sensor 5, an oil temperature sensor 6, an accelerator opening sensor 7, and a control device 100.
  • the intake air amount sensor 2 is sucked into the cylinder from an air cleaner (not shown) and detects the intake air amount of the intake air.
  • the intake air amount sensor 2 is also referred to as a mass flow sensor (Mass Flow Sensor: MAF).
  • the lambda sensor 3 detects the actual value (actual ⁇ ) of the air-fuel ratio based on the amount of oxygen in the exhaust gas of the engine.
  • the exhaust temperature sensor 4 detects the temperature of the engine exhaust.
  • the crank angle sensor 5 detects the crank angle of the engine.
  • the control unit 50 (described later) calculates the amount of change in the crank angular velocity from the detected value of the crank angle sensor 5.
  • the oil temperature sensor 6 detects, for example, the temperature of the lubricating oil stored in the oil pan (not shown). Lubricating oil is used to lubricate various parts including the engine.
  • the accelerator opening sensor 7 detects an indicated injection amount (instructed value for the injector) according to the amount of depression of the accelerator pedal (not shown).
  • the control device 100 for an internal combustion engine includes a control unit 50 having an acquisition unit 10, a learning unit 20, a correction unit 30, and a temperature estimation unit 40.
  • the control unit 50 is, for example, an ECU (Electronic control Unit) including a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc. (not shown) and an input / output device. Sensors 2, 3, 4, 5, 6, 7 are connected to the input circuit of the control unit 50.
  • ECU Electronic control Unit
  • a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc. (not shown) and an input / output device.
  • Sensors 2, 3, 4, 5, 6, 7 are connected to the input circuit of the control unit 50.
  • the acquisition unit 10 acquires the detection results of each of the sensors 2, 3, 4, 5, 6, and 7.
  • the learning unit 20 includes the intake air amount detected by the intake air amount sensor 2, the actual value (actual ⁇ ) of the air-fuel ratio detected by the lambda sensor 3, the theoretical air-fuel ratio (here, 14.6), and the indicated injection.
  • the difference between the actual injection amount and the indicated injection amount is calculated based on the amount.
  • Calculation ⁇ intake amount / indicated injection amount * 14.6 ... (2)
  • the coefficient can be obtained by experiment or simulation.
  • the learning unit 20 averages each of the real ⁇ and the calculated ⁇ .
  • the learning unit 20 calculates the difference using the averaged real ⁇ and the calculated ⁇ .
  • the calculated difference is stored in a memory (not shown) as a learning value for each area divided by the engine speed and the fuel injection amount.
  • the correction unit 30 corrects the indicated injection amount based on the difference (learning value) stored in the memory.
  • the temperature estimation unit 40 estimates the piston temperature of the internal combustion engine based on the corrected indicated injection amount and the engine speed.
  • the estimated piston temperature is called the "estimated piston temperature”.
  • the learning value is calculated based on the intake air amount detected by the intake air amount sensor 2, if the intake air sensor 2 is not normal, the accuracy of the estimated piston temperature may decrease.
  • the control unit 50 takes in air based on at least one of the exhaust temperature of the engine, the amount of change in the crank angle speed of the engine, and the temperature (oil temperature) of the lubricating oil supplied to the engine. It is determined whether or not the amount sensor 2 is normal. As described above, the exhaust temperature of the engine is detected by the exhaust temperature sensor 4. Further, the amount of change in the crank angular velocity of the engine is calculated by the control unit 50 from the detection value of the crank angle sensor 5. Further, the temperature (oil temperature) of the lubricating oil supplied to the engine is detected by the oil temperature sensor 6.
  • control unit 50 has a case where the exhaust temperature of the engine is less than a predetermined value, a change amount of the crank angular velocity is less than a predetermined value, and a change amount ⁇ of the oil temperature is less than a threshold value. In this case, it is determined that the intake air amount sensor 2 is normal. Further, the control unit 50 controls the learning unit 20 so that the difference learning is performed when the intake amount sensor 2 is normal.
  • the learning value (difference) is calculated based on the intake air amount detected by the normal intake air amount sensor 2, the instruction injection amount is corrected based on the learning value, and the instruction injection amount is corrected. Since the piston temperature is estimated, it is possible to suppress a decrease in the accuracy of the estimated piston temperature.
  • control unit 50 determines whether or not the engine is operated under stable conditions.
  • control unit 50 determines that the engine is operating under stable conditions when the engine has been warmed up, the engine is steady, and the lambda sensor 3 has high reliability. do.
  • the high reliability of the lambda sensor 3 means that the actual value (actual ⁇ ) of the air-fuel ratio detected by the lambda sensor 3 is less than a predetermined threshold value (here, “3”).
  • control unit 50 controls the learning unit 20 so that the difference is learned when the engine is operated under stable conditions.
  • FIG. 2 is a flowchart showing an example of the operation of the control device 100 of the internal combustion engine. This flow is started when the engine is started and is repeated at a predetermined cycle. In the following description, it is assumed that the CPU executes each function of the control device 100 of the internal combustion engine.
  • step S100 the CPU determines whether or not the intake air amount sensor 2 is normal.
  • step S100: YES the process proceeds to step S110.
  • step S100: NO the flow shown in FIG. 2 is terminated.
  • step S110 the CPU determines whether the engine is operating under stable conditions. If the engine is operating under stable conditions (step S110: YES), the process transitions to step S120. When the engine is not operated under stable conditions (step S110: NO), the flow shown in FIG. 2 ends.
  • step S120 the CPU acquires the intake amount detected by the intake amount sensor 2.
  • step S130 the CPU acquires the actual value (actual ⁇ ) of the air-fuel ratio detected by the lambda sensor 3.
  • step S140 the CPU acquires the stoichiometric air-fuel ratio.
  • step S150 the CPU acquires the indicated injection amount.
  • step S160 the CPU determines the difference between the actual injection amount and the indicated injection amount according to the above equations (1) and (2) based on the intake amount, the actual ⁇ , the stoichiometric air-fuel ratio, and the indicated injection amount. To learn.
  • step S170 the CPU corrects the indicated injection amount based on the difference.
  • step S180 the CPU estimates the piston temperature based on the corrected indicated injection amount.
  • the control device 100 of the internal combustion engine learns to learn the difference between the actual injection amount of fuel injected by the fuel injection valve arranged corresponding to the cylinder of the engine and the indicated injection amount to the fuel injection valve.
  • a unit 20 includes a correction unit 30 that corrects the indicated injection amount based on the learned difference, and a temperature estimation unit 40 that estimates the piston temperature of the engine based on the corrected indicated injection amount.
  • the indicated injection amount is corrected based on the learned difference, and the piston temperature is estimated based on the corrected indicated injection amount, so that the accuracy of the estimated piston temperature can be improved.
  • the learning unit 20 indicates the intake amount detected by the intake amount sensor 2, the theoretical air-fuel ratio, and the air-fuel ratio detected by the lambda sensor 3. The difference is learned based on the injection amount. This makes it possible to reliably learn the difference.
  • the control unit 50 determines the exhaust temperature of the engine, the amount of change in the crank angle speed of the engine, and the temperature (oil temperature) of the lubricating oil supplied to the engine. Based on this, it is determined whether or not the intake air amount sensor 2 is normal, and if the intake air amount sensor 2 is normal, the learning unit 20 is controlled so that the difference (learning value) is learned. As a result, the difference is learned based on the accurate detected value, so that it is possible to suppress a decrease in the accuracy of the estimated piston temperature.
  • control unit 50 controls the learning unit 20 so that the difference is learned when the engine is operated under stable conditions. As a result, the difference learning is efficiently performed, so that the effectiveness of learning by the learning unit 20 can be improved.
  • control unit 50 determines whether or not the intake air amount sensor 2 is normal, the exhaust temperature of the engine, the amount of change in the crank angle speed of the engine, and the lubricating oil supplied to the engine.
  • present disclosure is not limited to this, and the present disclosure may be performed based on any one of, for example, the exhaust temperature, the amount of change in the crank angle speed, and the oil temperature.
  • the intake air amount sensor 2 it may be determined whether or not the intake air amount sensor 2 is normal based on the temperature of the cooling water supplied to the engine.
  • the temperature of the cooling water supplied to the engine is detected by, for example, a water temperature sensor provided near the outlet of a water jacket (not shown) and detecting the temperature of the cooling water flowing from the water jacket into the flow path.
  • the present disclosure is suitably used for an apparatus that requires an increase in the accuracy of the estimated piston temperature.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un dispositif de commande de moteur à combustion interne et un système de moteur à combustion interne permettant d'améliorer la précision de la température estimée du piston. Le dispositif de commande de moteur à combustion interne est pourvu : d'une unité d'apprentissage qui apprend la différence entre la quantité d'injection réelle de carburant injectée par des soupapes d'injection de carburant disposées en correspondance avec les cylindres d'un moteur à combustion interne et une quantité d'injection indiquée pour les soupapes d'injection de carburant ; d'une unité de correction qui corrige la quantité d'injection indiquée sur la base de la différence apprise ; et d'une unité d'estimation de température qui estime la température du piston dans le moteur à combustion interne sur la base de la quantité d'injection indiquée corrigée. L'unité d'apprentissage peut, par exemple, apprendre la différence en se basant sur la quantité d'admission d'air détectée par un capteur d'admission d'air, le rapport air-carburant théorique, le rapport air-carburant détecté par une sonde lambda et la quantité d'injection indiquée.
PCT/JP2021/034604 2020-09-24 2021-09-21 Dispositif de commande de moteur à combustion interne, et système de moteur à combustion interne WO2022065310A1 (fr)

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JP2020-160156 2020-09-24
JP2020160156A JP7363727B2 (ja) 2020-09-24 2020-09-24 内燃機関の制御装置および内燃機関システム

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005256712A (ja) * 2004-03-11 2005-09-22 Toyota Motor Corp センサ異常検出装置
JP2008095615A (ja) * 2006-09-15 2008-04-24 Denso Corp 燃料噴射制御装置
JP2012225269A (ja) * 2011-04-20 2012-11-15 Toyota Motor Corp エアフローメーターの故障検出装置
JP2016142171A (ja) * 2015-02-02 2016-08-08 いすゞ自動車株式会社 排気浄化システム
US20170107927A1 (en) * 2015-10-20 2017-04-20 GM Global Technology Operations LLC Method of operating a fuel injector
JP2018150825A (ja) * 2017-03-10 2018-09-27 株式会社豊田自動織機 エンジンの制御装置
JP2018193881A (ja) * 2017-05-12 2018-12-06 いすゞ自動車株式会社 ピストン温度推定装置及びピストン温度推定方法

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5857662B2 (ja) * 2011-11-18 2016-02-10 いすゞ自動車株式会社 内燃機関の燃料噴射の異常判定方法と内燃機関

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005256712A (ja) * 2004-03-11 2005-09-22 Toyota Motor Corp センサ異常検出装置
JP2008095615A (ja) * 2006-09-15 2008-04-24 Denso Corp 燃料噴射制御装置
JP2012225269A (ja) * 2011-04-20 2012-11-15 Toyota Motor Corp エアフローメーターの故障検出装置
JP2016142171A (ja) * 2015-02-02 2016-08-08 いすゞ自動車株式会社 排気浄化システム
US20170107927A1 (en) * 2015-10-20 2017-04-20 GM Global Technology Operations LLC Method of operating a fuel injector
JP2018150825A (ja) * 2017-03-10 2018-09-27 株式会社豊田自動織機 エンジンの制御装置
JP2018193881A (ja) * 2017-05-12 2018-12-06 いすゞ自動車株式会社 ピストン温度推定装置及びピストン温度推定方法

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